Electric block-signaling system.



PATENTED JAN. 29, 1901 APPLICATION FILED AUG. 21.1906.

INVENTOR.

A TZORI VEY.

UNITED STATES PATENT oninoj i.

ADUNIRAM J. WILSON, OF WESTFTEM NEW JERSEY, ASSlflNOll TO THE HALLSIGNAL COMPANY, A C(lltlOltAllON OF MAINE.

ELECTRIC BLOCK-SIGNALING SY$TEWL Specification of Letters Patent.

Patented Jan. 29, 190?.

Anclication filed August 21, 1996- Serisi F 331,424.

To a whom 1'2 [may concern.-

Be it known that l, ADONIRAM J. WltsoN, a citizen of the United States,and a resident of Nestlield, in the county ol" Union, State of NewJersey, have invented certain new and useful Improvements in ElectricBlock-Signaling Systems, of which the following is a specification.

This invention relates generally to blocksignaling systems, but moreparticularly to block-signaling systems for electric railways.

The invention seeks to provide a system which is reliable under allconditions, highly efficient in operation, and which reduces themaintenance factor to a minimum.

A feature of the present system is its capability of employing the samesource of electric energy as that employed for the propulsion of trains,also for the energization oi. its

various signal and track circuits, in which case a continuousreturn-rail throughout all the blocks and the trolley-wire or third railare jointly employed as ower-mains for the signal-circuits as well asif)! the trains.

in carryinq out the invention one or more track-centre ledelectromagnetic devices are employed at each protected hloclr, and it ispreferred that one of these devices be diii'cn entially wound and becontrolled jointly by the opposite rails of the block. The systemcontemplates the protection of a plurality of blocks by means of a homeand a distant sig nal near the entrance to a block and by variousinterdependent and local si lei-circuits. The signals are shown as of te normaldanger" type, and a peculiar feature of the systen'i is theirdependence upon an approaching train before giving a safety indicationand then only in case of a clear block ahead. The control of thesignal-circuits is mztde dependent upon various circuitchanging devices,which are such as to re quire few through-wires between blocks.

An embodiment of the invention is shown in the following drawing, forminpart of the s ecification, and in which the figure shows tlie signalingsystem employing two throughwires between the blocks.

Refei rin now more particularly to the drawing, 1; .e figure shows thesystem ap plied to an east-bound track. This track is divided intovarious blocks, of which four are indicated.

1 indicates a continuous return-rail ere crating-current from the source28.

Numerals 6, '7, 8, 9, and 10 indicate currespending rails of awest-bound track, which might be provided with the same system as thatindicated in connection with the easthound track, if desired.

2, 3, 4, 5, 7, 8, 9, and 10 are termed insulatcd rail-sections, and, asindicated, are

insulated one from another andl'roni the con-- However, each s tinuousreturn-rails 1 and 6. insulated rail-section is shown electricallybridged to the adjoining rail-section and to the adjacent return-rail"by properly-pro p01- tioned resistances 11, 12, 13, 14, 15, and i5,

, respectively.

17 and 18 and 19 and 20 are respectively the home and the distantsignals for the respective blocks 3 1 and 4 l.

The circuits and the various apparatus are shown all in their normalpositions, and one complete circuit of each variety embodied in thesystem is illustrated.

21, 22, and 23 each designates an electromagnetic device, andparticularly a differential electromagnetic device or relay associatedrespectively, with the blocks 3 i, 2 1, and 4 1 24 and 25 each desinates a similar device associated with the di erential relay 23.

28 is a source of electric energy, preferably that for supplying motivepowerto the lrains, and connected to the return-rails 1 aiid 6 by Wire29 and to the third rail or trolley-wire 30 by wire 31.

At each of the blocks 3 l and 4 I there is shown a normally energizedbranched trackcircuit, which for block 3 1 is as follows: third rail 30,resistance 32, wire 33, branching at 34 through coil 35, wire 36, relay25, wire 37,

to returmrail 1, and also branching at 84 through coil 38, Wire 39,relay 24., wire 40, insulated rail-section 3,resistances 11 and .12, torail 1. For the purposes of this description the continuous return-rail1 and the third rail 30 are "viewed, when connected, as cone plating acircuit, since at any locality along the track these two elements supplythe on similar branched tra leclrcuit through differential relay 21' maybe traced as follows: third rail 3U, resistance 41, wire -12, to point43, there branching through coil44,\\'ire45,rclay LET, wire 11%, torail 1. and also branching at 43 through coil -17, wire 4%, relay 26,wire 19, rail-section 4, resistances 12 and 13,1orail 1. A. similarbranched track-circuit is of course l'n'ovided for the device 21. fromtrolley 30 through coils E12 and 93, respectively, to the opposite rails1 and 2. In fact, the installation for block .2 1 is the same as thatfor blocks 3 1 and 1 1, but is not illustrated in full, so as to avoidunnecessary repetition of detail.

The signal-circuit for the home signal 17 may be traced as follows:third rail 30, resistance 32, wire 33, wire 50, armature 51, contact 52,wire 53, contact 54, armature 55, wire 56, cent act 57, armature 58,wires 59 61), home signal 17, through-wire 61, contact 6'2, armature(33, wire 64, return-rail 1. This circuit, asshown, is normally openbetween 6'2 (13.

The distant-signal circuit of the distant signal 18 may be traced asfollows: third rail 30, resistance 41, wire 42, wire 65, armature 66,contact (57, wire 68, contact 69, armature 70, wire 71, contact 72,armature 73, wires 74 and 75, distant signal 18, wire 76, circuiteloser77, wire 78, to return-rail 1. This circuit, as shown, is normally 0 enat 77.

The signal-circuit for the fiome signal 19 is similar to thecorresponding circuit for the home signal 1.7 and may be traced asfollows: third rail 30, resistance 41, Wires 42 65, armature 66, contact67, wire 68, contact 69, armature 70, wire 71, contact 72, armature 73,wires 74 home signal 19, throughwire 79, contact 80, armature 81, wires82 37, return-rail 1. This circuit is normallyopen between contact andarmature 81, as shown.

The signal-circuit for the distant signal 20 is not shown complete. butwould be similar to the corresponding circuit described in connectionwith distant signal 18. It enters the I block 4 1 on through-wire 83,distant signal 21), wire 84, circuit-closer 85, wire as,to-return-rail 1. \Virc S7 is the second throughwire returning fromblock 5 1 to contact 88, armature 8!), wires 91) and 46, to return-rail1, and is a part of the home-signal circuit for the block 5 1.

The differential relay 21 operates two armatures 94 and 63, which areprecisely similar to the corresponding armatures 55 81 and 71] S1! ofthe relays 22 and 23 and respectively operated thereby. TheseilllllfliLUI'PS, toget her wit h their contact-points. respectivelyconstitute circuit-closers and circuit-breakers. Circuit-closers 1H, 55,and 71) are normally held closed by the ditlei ential relays, whileeirvnit-breakers (13, 81, and 89 are normally held open by theditferential relays. 5b, 51, 73, and 66 also constitute circuitclusersand are normally held closed by the magnets 24,. 25, 26, and 27,respectively. Each of the armatures constituting circuitelosers andcirruit-breakers is provided with a retracting-spring or equivalentdevice which is overcome by the magnetic force when the electromagneticdevice is energized.

The circuit-closers 7 7 and are closed by the bridges and 96,respectively, when the corresponding home signal goes to safety Thebridges 95 and 96 are mechanically connected to the home signals 17 and19, respectively.

The operation of the system is as follows: If the blocks 3 1 and 4 1 areclcarand a train moving in an easterly direction enters block 2 1,circuit-breaker 63 is released to close the signal-circuit for the homesignal 17, as traced above. This signal will then be thrown to safety,closing the distant-signal circuit for signal 18 at 77, whereupon signal18 likewise goes to safety, indicating the clear condition of the twoblocks succeeding block 2 1. As the train progresses into block 3 -1 itswheels and axles bridge rails f3 and 1, electrically connecting them andshunting out resistance 11. and 12, if these resistances are provided.(In some instances it may be preferred to omit these resistances, inwhich case if the opposite rails were well insulated there would. be nocurrent in the branches of the track-circuits connected to insulatedrail-sections 2 3 4, &c., until these rail-sections were bridged to thereturn-rail. With this arrangement the relays 24 26, 6120., would haveto be omitted; otherwise no change in the installation would be requiredexcept the proper adjustment of the resistance in the branches of thetrackcircuits.) When the rails 3 1 are thus bridged, the branch circuitthrough coil,38 of differential relay 22 is caused to have the sameresistance as the branched circuit through coil 35, so that the currentsstrength through each of these coils becomes equal, and since the coilsare in opfposition they have no joint magnetizing e ect, whereasnormally they did have a joint magnetizing effect or operative effect,due to the stronger current through coil 35. Both the armatures 55 and81 are therefore retracted by their springs, and the signal-circuit fromhome signal 17 is broken at 55, the home sigha! 17 then going to dangerby gravity or by other suitable means, the signal having a bias todanger." As the home signal 17 goes to danger it simultaneously breaksthe signal-circuit through distant signal 18 at 77, which permits 18 togo to danger in the same Way that signal 17 went to dan ger. It is thusevident that both signals go to danger immediately on the entrance ofthe train. The retracting of the armature 81 closes the signal-circuitfor home signal 19 at 80 81, so as to put signal 19 to safety in advanceof the train. Signal 19 then closes the distant-signal circuit forsignal 20 at to place signal 20 at safety if block l is clear. As thetrain enters block 4 1 signals 19 and 20 are put to danger in a manner 5similar to that described in connection with signals 17 and 18. However,if block 4 1 is occupied by a train when the advancing train entersblock 2 1 the operation is as follows: Home signal 17 is set at safety,as has been described. It closes the signal-cir cuit for distant signal18 at 77, as previously; but this signal-circuit is now broken at 69 70,since the: train in block 4 1 has destroyed the normal operative effector the joint mag- (5 netizing effect of the differential relay 23 bybridging rail-section 4 to return-rail to equalize the current throughcoils 44 and 17. Distant signal 18 therefore remains at danger, and thecombined indication of signals 20 17 and 18 is one ofca1ition.

If the block 3 1 is occupied by a train, as the advancing train entersblock 2 1 the home signal 17 must remain at danger, since its circuitwill then be broken at 54 55,

2 5 as the normal operative effect ofthe differential relay 22 has beendestroyed by the train bridging rail-section 3 to return-rail 1.Obviously the distant signal 18 must also remain at danger, since itscircuit is main- 0 tained open at 77. In these later instances thesignals are'put to"danger by an advancin train the same as was describedwhen t e blocks ahead were clear."

. The relays 24, 25, 26, and 27 operate as ad- 3 5 ditional safetydevices, and each relay controls the same circuits as do thecorresponding differential relays 22 and 23. If any of the trackleads40, 37, 49, and 46 should be broken, the corresponding relay would bedeenergiz ed to 40 release its armature and open the signal-circuit,which otherwise would falsely be held closed by the electromagneticforce of the coil in the corresponding differential relay which stillremained energized.

that home signal 17 is controlled by the two blocks 2 1 and 3 1 andspecifically by each of the four electromagnetic devices 21, 22, 24,

l and 25; that distant signal 18 is controlled by the three blocks 2 1,3 1, and 4 1 and specifically by each of the seven electromagneticdevices 21, 22, 23, 24, 25, 26,and 27 anrl also bfy the home signal 117.It is also obvious t at the respective distant signals are controlled byth irassociated home signals. It

is also obvious that distant signal 18 is controlled by the differentialdevice 22 through the medium of home signal 17 and circuitcloser 77also, that the circuit for distant signal 18 extends ahead and iscontrolled by differential device 23, which in turn is controlled by aportion of the trackrails ahead of or succeeding distant signal. 20.Thus the signal-circuit for distant signal 18 overlaps t 5 distantsignal 20. This overlap-circuit and From the above description it isobvious its sigi'ial might be variously arranged and not 1n .('cssarilyas shown.

that has been shown and described is con sillcrcd to he illustrative ofa preferred emboziin'ient of the invention. the particular novelfeatures of which will be pointed out in the following claims,whirh aredesired to be secured by Letters Patent:

1. In a block-signaling system, the combination of a circuit having twomultiple branches; a magnetic device with two opposing coils, oneassociated with each branch; each branch including the rails of aseparate tracl; sile; said branches having a, normal operative effectupon said magnetic device; means operable by a car for changing saidnormal operative effect of said branches; a signal normally indicatingdanger; and means operable by an approaching car to throw saicl signalto safety when said branches have their normal operative effect.

2. In a block-signaling system for railways. the combination with ablock of a circuit having two multiple branches; a magnetic device withtwo opposing coils, one in each branch; ewh branch including the railsof a separate track side; said branches hav ing a normal operativeell'ect upon said magnetic device; means operable by a car in the blockfor changing said normal operative effect of said branches; a signalassociated with sai :1 block and means associated with a preceding blockand operable by a car in that block to control said signal when saidbranches have their normal operative effect.

3. In an electric block-signaling system for electric railroads, aplurality of protected blocks each provided with a signal; adifferential relay at each protected block; means at each of said blocksfor utilizing ,the same source of electric power as is used for thepropulsion of trains for the operation of said differential relays; asignal; a signal'circuit therefor controlled by the differential relayof the associated block and also by the dilferential relay of apreceding block.

4. In an electric block-signaling system for electric railroads, aplurality of protected blocks each provided with a signal; adifferential relay at each protected block; means at each of said.blocks for utilizing the same source of electric ower as is used for theproulsion of trains or the o ieration of said diferential relays; asignal or each block; each of said differential relays controlling thesignal of the associated block and the signal of a block in advance ofthe associated block.

5. In a block-signaling-system; a plurality of blocks each comprising aportion'of a continuous return-rail and. an insulated rail-sec tion; asource of electric power; a differential branched track-circuit, eachbranch including the source of electric power and one rail of the block;said branched circuit having a normal operative effect when the block isnot occupied by a train; a signal for each block; a signal-circuitoperable to actuate the signal when the branched circuit of theassociated block has its normal operative effect and the branchedcircuit of a preceding block has its inoperative effect.

6. In a block-signaling system; a source of electric power; a trackdivided into blocks, each block comprising a portion of a continuousrcturn-rail and an insulated rail-section; a differentialelectromagnetic device for each block comprising two opposing coils, oneconnected between the source of electric power and the return-rail andthe other connected between said source'of power and the insulatedrail-section; said differential device having a normal operative effectwhen the associated block is clear and an inoperative effect when theassociated block is occu'iied by a train; a home and a distant signalfor each block; signaling-circuits controlled by said differentialdevices and o )erable to actuate said signals only when t e differentialelectromagnetic device of the associated block has its normal operativeeffect.

7. In an electric block-signaling system; a plurality of blocks each comrising a portion of a continuous rcturn-rai and an insulatedrail-section; an electromagnetic device w'ith opposing windings foreach'block, one of said windings connected to thecontinuous return-railand theother connected to the insulated rail-section; a home and adistant signal for each block; a home-signal circuit controlled by theelectromagnetic device of a preceding block; a distant-signal circuitcontrolled by the electromagnetic device of a succeeding block and bysaid home signal.

8. In a signalin system; a source of electric power; a trac com rising acontinuous return-rail and a lurahty of insulated railsections forminglocks; a signal for each block; a magnetic device with opposing windingsfor each block, one winding connected between the source of electricpower and the continuous return-rail and the other winding connectedbetween said source of electric ower and an insulated rail-section ofthe b ock, said windings having a normal 0 erative effect upon saiddevice when the b ock is clear; a circuit-closer normally held closed bysaid magnetic device when the block is clear; a circuit-breaker normallheld open by said magnetic device; a signa circuit including saidcircuit-closer one block and said circuit-breaker of a preceding blockwhereby the signal is controlled jointly by said magnetic devices.

9. In a signalin system; a source of electric power; a trac comprising acontinuous return-rail and a lurahty of insulated railsections forminglilocks; a home and a distant signal for each block; a magnetic devicewith opposing windings for each block, one

winding connected between the source of electric power and thecontinuous returnrail and the other winding connected between saidsource of electric power and the insulated rail-section of the block,said winding having a normal operative effect upon said device when theblock is clear; a circuitcloser normally held closed by said magneticdevice when the block is clear; a circuitbreaker normally held open bysaid magnetic device; a home-signal circuit including saidcircuit-closer of one block and said clrcuitbreaker of a preceding blockwhereby said home signal and said circuit-breaker of a preceding blockwhereby said home signal is controlled jointly b said magnetic devices;and a second signal circuit for said distant signal and includin thecircuit-closer of a succeeding block an controlled by said home signal.

10. A normal-danger electric block-signaling system, in which adifferential relay controls the signal-circuits, and arranged forutilizing the same source of power as for the propulsion of trains tocause a si nal to move om danger to safety on t e approach of a train toa clear block. a

11. An electric block-signalin s stem, iii which a differential relayconti its the signalcircuits, and arranged for utilizing the same sourceof power as for the propulsion of trains to operate home and distantsignals and a lurality of electromagnetic devices control ing sinal-circuits for said signals.

12. In a b och-signaling system for railways, a block comprising aportion of a continuous return-rail and an insulated rail-sec-- tion; asource of electric energy; a differentialelectromagnetic devicecomprising two opposing coils; a branched track-circuit comprising twobranches each connected to the source of electric energy, one extendingto the return-rail through one of said opposing coils and the otherextending to the insulated rail-section through the other of saidopposing coils, so that said differential device has a normal operativeeffect when said block is clear and an inoperative effect when saidblock is occupied by a train; a signal for said block and a secondsignal for an extent of track succeeding said block; means controlled bytrack-rails succeeding said second signal; and a signal-circuit for saidfirst-mentioned signal controlled by said differential device and bysaid means controlled by track-rails succeeding said second signal sothat said signal-circuit overlaps said second signal.

13. In a block-signaling system for railways, a block comprising aportion of a continuous return-rail and an insulated rail-section; asource of electric energy; a differentiaLeIectromagnetic devicecomprising two opposing coils; a branched track-circuit comprising twobranches each cannected to the source of electric energy, one extendingto the return-rail through one of said opposing coils and the otherextending to the insulated rail-section through the other of saidopposing coils, so that said differential device has a normal operativeeffect when said block is clear and an inoperative effect when saidblock is occupied b a train; a signal for said block and a secon si alfor an extent of track succeeding said lock; means for controlling saidsecond signal controlled 1) track-rails succeeding said second signa;

In testimony whereof I have signed my name to this specification in thepresence of two subscribing Witnesses.

ADONIRAM J. WILSON. Witnesses:

MAY V. MOPIKE, LEONARD DAY.

